Railway traffic-controlling system.



- .PATBNTED JULY 31., 1906'. I r 0. J. ,GOLEMAN'.

RAILWAY TRAFFIC CONTROLLING SYSTEM.

APPLICATION 31mm 14411. s1 1904.

5 sHLBTs sHLLT 1.

S'FETERS cm, WASHINGYON, n. c

No. 827,143. PATENTED JULY 31, 1906. I (1.3L COLEMAN. I

RAILWAY TRAFFIC GONTROLLING SYSTEM.

Arrmoulol 1 II;EDl AB.3-1,1904.

5 sums-SHEET 2.

mun; PETER: co., wnsnmarou, 0 c.

' PATBNTEE) J LY 31 1906. C.YJ.GOLEMAN.

AFFIU CONTROLLING SYSTEM.

RAILWAY TR APPLICATION nun [A131, 1904. I

- s sums-sum s.-

V II f I l H 1 HE NORRIS PETERS co., vusnmcwu, n. c

No. 827,143. PATENTED JULY 31, 1906.

3 c. J. COLEMAN, 1

RAILWAY TRAPPIG GONTROLLING SYSTEM.

- v APPLIOATION FILED ILL 31, 1904.1 V

y a KEETi-SHEET a;

THE NORRIS PETERS co WASHINGTON, 0. c

plished by The pivoted member 5 may be connected in any suitable way tothe signal. I prefer to pivot the yoke on the piston-chamber and nearthe lower end thereof. As shown, the yoke is extended and pivoted at tothe semaphore. The pivots 6 and 7 may ,be screw-bolts, which arethreaded into the cylinder 4 at the base of the cylinder. I prefer .toguide the cylinder in its movement and to prevent its rotation. This maybe accomproviding a recess 11 in the fixed element with which the bolt 6engages. In order to seal the cylinder, if desired, against the escapeof gas, I make use of elastic sealing-rings. These rings preferablyconsist of rubberand are beveled. The ring 12 is fixed in position andthe ring 13 moves with the motor. When the rings 12 and 13 engage, theyform a gas seal that prevents any leakage of gas to the atmosphere. Theinternal construction of the motor may be widely varied. I have shown ahollow pedestal 14, through which passes the pipe 15. The top of thepedestal is surrounded by a sleeve 16, through which the pipe 15 passes.The long sides of the sleeve, which terminate in the I ring 12,interpose a long path to the gas if it should try to escape to theatmosphere. This insures a good gas-tight seal.

The motor that I prefer to use is adapted to be operated byfluid-pressure, and in the best embodiment of my invention I make use ofa gas under pressure as the motive power. Any desired means forsupplying gas under pressure may be used. I prefer to make use of a gasthat can be liquefied at ordinary temperatures and to provide a meansfor containing a storage-supply of liquefied gas. The gas that I utilizein the best embodiment .of my invention is carbonic-acid gas. 1' pre ferto make use of a flask 17, which contains a storage-supply of liquefiedcarbonic acid.

It is very desirab e in systems operated by fluid initially under highpressure to reduce the pressure of the fluid so as to enable it toactuate the motor smoothly and efiiciently. The pressure of liquefactionof carbonic acid varies from siX hundred to one thousand pounds persquare inch with the ordinary variation in temperature. The chilling ofthe gas incident to its reduction in pressure may be sufiicient to clogthe passages and pipes through which the gas passes on its way to themotor largely by the solidification of the gas itself, thus preventing afurther supply of gas to the motor. Hitherto it has been impossible tosecure the requisite reduction in pressure of the gas necessary tooperate a motor effectively without the use of a reducing-valvecontaining a movable member, which valve intermittently supplied aquantity of low-pressure gas to the motor. Attempts to reduce thepressure of the gas by a restricted passage have been failures bothbecause such attempts failed to suitably reduce the pressure and becausethe passage froze and clogged.

In accordance with my invention I make use of means for reducing thepressure of the gas gradually before it enters the motor, and I preventthe freezing and clogging of the passage by means that I have devisedwhich cooperate with the means for accomplishing the reduction inpressure. Since the motor and the parts connected therewith possessinertia, it is necessary to take account of the effect of inertia on thepressure of the gas in the motor. I have so constructed the means forreducing the pressure of the gas that the pressure in the motor-cylindor is maintained at a suitably low amount while the motor is operating.I accomplish this by regulating the rate of How of the gas through themeans for reducing the pressure, so that the pressure will not rise toomuch behind the piston of the motor when starting and moving the motor.

In accordance with my invention I reduce the pressure of the gas withoutinterrupting its flow by retarding the flow of the gas. The nature ofthe means for retarding the flow of the gas may be widely varied. In thebest embodiment of the invention the flow of the gas is retarded andcontrolled by providing a passage of sufficiently small effectivecross-section. The effective crosssection may be reduced in a variety ofways. This may be accomplished by making one dimension of the passagemuch greater than another or by making the length of the passage verygreat as compared with the minimum dimension of its cross-section or bygiving the passage an irregular form in the direction'of its length orby utilizing any two or more of these features.

In the best embodiment of the invention the pressure of the gas isgradually reduced while in motion and flowing through the passage. Thismay be accomplished by a variety of means. The force of friction betweenthe surfaces of contact of the passage and the gas may be utilized togradually reduce the pressure. This permits, moreover, the use of apassage of larger cross-section than would be available if the force offriction were not utilized, since the force of friction has a similareffect to that of contracting the passage. In the best embodiment of theinvention the force of friction is called into play instead ofcontracting the passage to extremely fine dimensions.

I duced to apredetermined amount that is independent of the variation inpressure on the high-pressure side'of the system. This may beaccomplished by a variety of-means. In

4 .the, best embodiment of the invention the section ,of the passage isvaried automatically with the variation in pressure on'the highpressureside. In accordance with my inventionalso I prevent too great areduction embodiment of the invention heat is supplied means of thisheating-surface.

in temperature of the gas, especiallysuch a reduction as would result inthe clogging of 2'0 the passage by the freezing of the fluid therein.This may be accomplished by supplying heat to the gas in any suitableway. As before stated, in the best embodiment of the invention thepressure of the gas is reduced gradually. Theexpansion of the gastherefore takes place over a long extent of passage and the coolingeffect is gradual. In the best to the gas during the reduction inpressure. During the expansion of the gas which tends to produce achilling of the gas heat is supplied so as to prevent the chilling.

Heat may be imparted to the gas either by supplying external heat or bydeveloping internal heat in the gas or bythe conjoint action of bothways. In the best construction the contact-surface of the passage inwhich the pressure is reduced is made a heatingsurface, and heat issupplied to the gas by When external sources of heat are made use of, anatural source of heat supply, such as the atmosphere, is utilized inthe best embodiment of the invention. Internal heat may be developed inthe gas in any suitable way. One way of generating it is to develop itby the friction between the flowing gas and the surface in contact withwhich the gas flows. Another way is to check its flow, and thustransform its kinetic energy into heat. In the best embodiment of theinvention such transformation of energy is accomplished by giving thepassage a varying section in the direction of its length, as byenlarging the passage at one or more intervals.

The amount of the heat supplied to the gas is increased in the bestembodiment of the invention by giving the gas a high velocity past theheating-surfaces, the high velocity being attained by the reduction ofthe crosssection' of the passage adjacent to the heat ing-surfaces.

Referring to the drawings which illustrate one embodiment of theinvention, 18 indicates the pressure-reducing passage. The

Both, contact friction and the effect of.

shape, dimensions, and construction of the passage-way may be widelyvaried.

In the form of the invention shown I con-' struct'the passage with largesurfaces of contact between the gas and the walls of the passage.v Isecure a great-area of contact between the gas and the walls of thepassage without increasing its sectional area by making one. dimensionof its cross-section much greater than the other. For convenience ofconstruction the passage may be made annular, asv shown. The exteriorheating-wall of the annular passage is indicated at "19, and

theinterior heating-wall is formed by the plug 20. The cross-section ofthe passage, both longitudinally and transversely of its length, may bewidely varied. In the embodiment of the invention illustrated upon thedrawings I have shown a passage that expands toward the end of thepassage nearest to the motor.

into a tapering chamber, with walls 19 of the same dimensions, sothatwhen the part 20 was seated in the chamber it accurately fitted thetapering seat. The plug was then withdrawn until the depth or minimumdimension of the annular passage was about the one thousandth .001) ofan inch when reducing the gas from six hundred pounds per square inch toforty pounds per square inch. The pressure in the working chamber may bereduced to any desired amount. It is usually reduced to about fortypounds per square inch. i

The form of the invention illustrated in Figs. 1 to 6 possesses certaininherent advantages. The pressure-reducing passage in Figs. 1 to 6automatically compensates for a variation in pressure on the supply sideof the system. This variation in pressure may be due to.-a number ofcauses, such as changes in diurnal temperature, changes in thetemperature from season to season, in more or less complete exhaustionof the gas supply, and other causes. The high-pressure side of thesystem is connected at 200 to the reducing device. The supply of gas tothe motor may be controlled in any desired manner. I prefer to make useof a valve, such as 26, de scribed hereinafter. The means forcompensating for the variation in pressure on the high-pressure side maybe widely varied. In the best embodiment-of the invention the de- Thearea of the transverse section of the passage is very small, and the IIOsired compensation is secured by varying the sectional area of thepassage. The means for accomplishing the result maybe widely varied. Inthe best embodiment of the invention-one of the parts forming thepassage is made relatively movable with relation to the other. In theform of the invention illustrated the passage comprises the exteriorwall 19 andinterior wall 20. The means for adjusting the plug 20 tocompensate for variation in pressure on the highpressure side may bewidely varied. In the form illustrated a by-path 201 is provided for thegas, the path 201-leading into a closed flexible tube 202, preferably ofmetal. The tube is connected in any desired manner to the plug 20 In thebest embodiment of the invention the connection is adjustable. Theadjusting means may be widely varied. As shown, the plug has securedthereto an adjusting-screw 203 by means of the lock-nut 204. The screw203 passes through an eye formed-at the closed end of the tube 202. Twonuts 204 engage the threaded stem of the screw 203, so as to permit of alongitudinal adjustment of the screw, and consequently of the plug. Theplug is first adjusted by hand by turning the screw 203. Any variationin pressure on the high-pressure side is then compensated by theautomatic adjustment of the plug through the agency of the tube 202.Should the pressure rise, the tube will uncoil and thrust the pluginwardly, so as to contract the passage. The pressure of the gas at thelow-pressure side 15, leading to the motor, will be kept the same, thehigh pressure being proportionately reduced. Should the pressure on thehigh-pressure side fall, the opening isincreased and the reduction inpressure diminished, thus keeping the low pressure constant. As shown inthe drawings, the passage. may be given a varying section in thedirection of its length. This is accomplished partly by enlarging thepassage continuously and partly by providing a series of enlargements,such as 24". These may conveniently be produced by providing the core 20with one or more annular grooves.

In the embodiment of the invention illustrated in Fig. 7 I have shownthe plug 19 adjustable by hand. The means for effecting this adjustmentmay be widely varied. As shown, a screw 21 is provided which can berotated by any desired means, such as a hand-wheel 22, connected tothe-plug by the stem 23. A rotation of the wheel 22 adjusts the plug 19longitudinally, so as to vary the section of the passage. Suitablemeansare provided for locking the plug in its adjusted position. I have showna lock-nut 22 for this purpose. In the best embodiment of the inventionthe walls of the passage are made massive, so as to store up a largequantity of heat that is supplied when required to the of the inventiongas is supplied to the motor in small quantities and intermittently. Thecooling effect incident upon the expansion. of the gas and evaporationof the liquid is thereby reduced, and the parts are given time to heatbetween operations of the motor mechanism. In the best embodiment of theinvention I use a valve 26 for controllii'ig the admission of gas. Thisvalve may be located at any desired point intermediate the source ofsupply of gas and the motor. In the best embodiment of the invention I10- cate the valve near the passage, so as to avoid condensing the gasby contact with cold pipes and to avoid the accumulation ofhigh-pressure gas in the pipes between the valve and thereducing-passage. In the embodiment of the invention. illustrated thevalve is located near the inlet side of the passage. The valve may be ofany desired character. I prefer to use a valve-seat 27 of rubber. InFig. 2 the valve-seat 1s movable and in Fig. 7 the valve-seat is fixedThe valve may be controlled in any desired manner. I prefer to controlthe valve electrically. I make use of an iron armature 28 and anelectromagnet 29 for moving the valve in one direction, the spring 30being used to move the valve in the opposite direction. A stem 31 isused to guide the valve. The casing 32 and core 33 of the electromagnetpreferably consist of iron. The circuits used to control the valve maybe of any desired character, and the connection will be varied accordingas a normal danger or a normal safety system of signals is used. Beforedescribing the circuits in detail I will describe the means forpern'iitting the gas to exhaust from the motor. This means may be widelyvaried. In the particular embodiment of the invention illustrated uponthe drawings a separate exhaust-valve 35 is used. The valve 35 controlsthe exhaust from the cylinder by means of the pipe 36 and escape-ports37. Any desired means may be used to operate said valve. In theembodiment of the invention illustrated in Fig. 2 I make use of anelectromagnet 38. Any desired meansmay be used to control said valve bymeans of said magnet. I have shown for this purpose suitable connectionsbetween the magnet and the valve, such as the pivoted armaturedever 39,connected to the vfalve in any. desired, manner, as by means of; theconnecting-linked The elec-- 'trical circuits and devices usedto controlthe I operationofthe motormay be widely varied.

The nature ofl the controlling-circuits used will ,moreover, depend uponwhether a normal danger system of signals or '3 systemis to be eratedi:1 Inthe'embodimentofthe invention illus-- .trated in Fig; 2', I haveshown a normal safety 'systemand. one .form of electrical controllingmeansforcontrolling the system. 4:1 inditery' '44 is controlled directlyor indirectly thereby opened, gasflows intothe motor, and J thesignalis'moved .to safety. When the n otorha'si' earlycompleted itsstroke, inthe I embodiment of the invention' illustrated in I This means may bewidely varied. I prefer Fig.2 a means isprovided forsealing the gaswithin thefiwo'rking chamber of the motor;

to-accoinplish there sultindicated'electrically.

. ,aI preferto"utilize-a-member,:such as46, at

tached to'a movingv part ofthe motor, which .When the motor has made acomplete movement will" actuate'the circuit breaker 47, thus opening'thecircuit: 48"ofthe magnet 28 andv 'deenergizing theflatter. :,The valve26 drops to its seat and the gas is sealed between the valve-26 and thepistonof the motor.. When ,ff asignal or device is used. that "is' held,atone I position by th'epressureof'the gasyI' prefer to I A employ meansfor preventing the signal or' has-been moved on account of leakage ofthe c gas; II have shown one'form of means for ac- '1 c'omplis'hin'gthe" result in Fig.1 2, injwhich a device from leaving the position towhich it device that may be in the formof apressuregage 49 acts as acircuit-closer.- The pres.- 1 sure of the gas in the pipe moves thepressure- I gage in any desired. manner. This produces. a-[rotation ofthe-shaft' 49 to' which is at- 'tachedJt-he contact-arm 50.,insulated at50 that makes contact with the arc-shaped conductor '51. Ihe; branchcircuit 5354 is com;

.pleted thisswitch at '52. When the. mo

tor'has' reached the endi'of its stroke, the f .switch 50 's urgedbeyond the contact 51 byfthefpressure theigas. f The: circuit of the amaneft zs is now opened at two points; one .being the'contact47,.the otherthe'contact 50. i

Shouldthe g asleakslightly out of the motor- I p cylinde1", thepressure-gage, which is quite sensitive 'would drop andclose the contact50 a; normal safety an 5; pivoted at GQEis-urged in one direction "by'51, thus energizing the magnet 28 and sup- This preplying '-,more'gasto the motor. serves sufficient pressure in the'motor-cylin-,

der to retain the signal at the position de'- sired. The contact. 50 51preferably acts so quickly that slight variations in pressureare at oncecounteracted Without necessitating a return-movement of the motor'norone sufiiciently great to close the contact at'4 7. T It i ,willbeobserved that this feature of my invention may be used with any formofsignal inwhich'gas-p essure is utilized to hold thesignal'atoneposition.

In the embodiment of the invention illustrated in Figs, 4 and 5'I haveshown aretaining device forv holding the signal at one position-"of Iindication. In thev particular embodiment ofthe' invention illustratedthe signal-blade ,1 is urged in one direction by the Weighted, spectacle2. Any desired means may be used'to move the signal in the oppositedirection; "Ighave shown a piston '35 and the piston-chamber 4 for thispurpose; Any desired means maybe used to connect the motor'with. thesignal. Iprefer mouse a oneend and to the connecting-rod 56 at the other'end. The connection between'the o 9 thrustr rod55, 'attachedto' thecyllnder' at r thrust-rod and the connecting-rod 56" is made by a clamp-57 The connecting ro'd '56 is'pivoted at 58 to the signal-arm. .The rodis .preferably-guidedat itsupper end in a bracket 59.: The means thatare used to hold. the signal at one positionof indication may, befwidelyvaried; I preferlto utilize the formof mechanism illustrated in- Figs. 4In theseview's a pivoted memberfi6 O,

any-suitable deviceysuchas a weight 611. A detent 62,- connectedwith themember v6O, engages under .a shoulder 62? (shown in dotted lines in Fig;5) on the bracket 63 when the motor .has completed its .inor'r'ernent.The

bracket '63Lis' attached to a part bf the systemas, forex'ample, to therod 55-. by the clamp64. "The bracket 63 is guided ICC by ,the lugs '65,which embrace the guiding Irib 66;- The armature 67 when attracted bythe-electromagnet 68, as will appear more fully'hereinafter, holds thedetent in position .under the shoulder .on thebracket '63. When themagnet is denergized, the'pivoted arm 69, pivoted'at 7 O to bracket63,"said arm being spring-pressed by spring 70, attached to. the arm 69and bracket 63 and carrying'the 'rol1er'7 1', urgesthe member 60 awayfrom theelectromagnet, so, as to prevent sticking" of the armature 67.

gasv to the motor. "These means may V be widely varied. In "the bestembodimentof the invention I use a supply or fluid under pressure in thetank 17 Gasirornsaid fluid: passes through pipe 72 t0 the reducing de-Q. wflLno describethe meansfor reducing the p'ressure'andcontrolling'the-admission of vice 18. The form of the reducing devicemay be widely varied. I have shown in Figs. 4, 5, and 6 one form ofpressure-reducing passage that may be utilized. This is illustrated insection in Fig. 6. The electromagnet 73 controls the admission-valve,(not shown in Fig. 4,) and when the valve is opened gas flows throughthe reducing-passage into the pipe 74, then through pipes 75 and 76 tothe motor. The exhaust and the means for controlling it may be widelyvaried. I have shown a branch pipe 77 lead ing into the valve-chamber 78by the inlet 79. The valve-seat 80 seats the valve 81. A cap 82, screwedto the chamber 78, is provided with exhaust-ports 83. The form of thevalve 81 may be widely varied, as well as the means for operating thevalve. In the form of mechanism illustrated I utilize the same magnetfor operating both admission and exhaust valves. The magnet 73 isprovided with an armature 84, the movement of which is communicated tothe exhaust-valve in any desired manner. I prefer to utilize a lever 85,pivoted at 86 to bracket 87 and pulled in one direction by means such asspring 88. The connecting-rod 89 communicates the movement of the leverto the valve 81. WVhen the magnet73 is energized, the admission-valve 26is opened andthe exhaust valve 81 is closed, thus admitting gas to themotor. In the best embodiment of my invention I prefer to close theadmission-valve and open the exhaustvalve when the motor has completedits stroke and to hold the parts in position by the retaining device.The means for accomplishing this result may be widely varied. In theembodiment of the invention illustrated this is accomplished.electrically. A pivoted lever 90 is made use of, the lever being pivotedat 92 to bracket 93 and urged in one direction by any suitable means,such as the weight of the lever. The roller 94, mounted on the stud 95,carried by the bracket 63, unhooks the latch 96, pivoted at 96, when themotor has completed its stroke. The return movement of the roller resetslever 90. The lever 90 falls to one side when the latch is unhooked, andthis movement is insured by the contact of the tail 97 of the latch 96with the lever. The movement of the lever 90 controls a circuit-breaker98, which in turn controls the circuit through the magnet 73. When thelever drops, the circuit of the magnet 73 is opened, the admission-valvecloses, the exhaust opens, and the parts settle down on theretaining-detent 62. It will be noted that the magnet 68 is energized atthis time, so as to hold the detent in place. I will not describe thecircuits and controlling mechanism illustrated. in Figs. 4 and 5.

' These circuits and means may be widely varied. They may be varied soas to operate In the embodiment of the invention illus trated in Fig. 4I have illustrated the circuits as controlled by a train 101 on track100. The track-battery 102 normally energizes relay 103. The relay maybe used to control a local circuit in any desired manner. I have shownan armature 104, actuated by the relay, the armature closing the circuitthrough. battery 105. Two circuits are arranged to be energized bybattery 105. One circuit passes through magnet 68 and then back toarmature 104. The other circuit passes through magnet 73 and back toarmature 104. hen the relay 103 is deenergized, as by the presence of atrain on the track, the circuit of magnet 73 is opened and the signalgoes to "danger, as shown. When the train leaves the track, the relay104 is closed. This energizes magnets 68 and 7 3, the exhaust-valve 81is closed, the admission-valve 26 is opened, the piston-chamber 4 rises,the roller 94 strikes the latch 96, the lever 90 moves to the right,thus opening the circuit of the magnet 73 at 80, but leaving magnet 68energized. This closes the admissionvalve and opens the exhaust-valve,and the piston-chamber returns slightly, the parts being held by theretaining device at 62. The signal then-stands at safety. When the nexttrain enters the block, it deinergizes magnet 68, releases the detent,and the parts drop to the danger position.

In the form of the invention illustrated in Figs. 9 and 1.0 a pluralityof passages 1.07 are utilized. The cross-section of each passage may bewidely varied. As shown, it is rec tangular. A plug 108, provided with aplurality of Wings 109, forms the inside walls of the passages. Themeans for adjusting the cross-section of the passages may be widelyvaried. In Fig. 9 an adjusting-screw 110, secured in place by a locknut1 11, is utilized.

The application of the invention to a series of signals forming part ofa railway signaling system is illustrated in Fig. 11. The signals areindicated at 112. The casing which contains the parts of the apparatusfor actuating and controlling the signals in a gas-tigl it box isindicated at 113. The track-batteries are designated 114, track-relays115, and local batteries 1.16. The flasks for gas are indicated at 117.The operation of the system will be evident from the previousdescription.

My invention is not limited to a particular theory of operation nor tothe particular forms of apparatus illustrated in the drawings. Wide deartures may be made in the construction 0 the apparatus without de'-parting from the principle of the invention.

Having thus described my invention, what I claim as new, and desire tosecure byLetters Patent, is-

I I trolling means, a gas-operated motor adapted toactuate said railwaytrafficcontrolling means, means for supplying carbonic-acid 1 1.1 In arailway traffic-controlling a para tus, the combination of railway trac-con- I trolling means, means for supplying fluid under pressure .toactuate said means, and means whereby'frictiona'lresistance is op' posedto thepassage of the fluid utilized to actuate said means, substantiallyas de. scribed. M 2. In a railway traffic-controllingapparatus, the:combination of railway traffic-controlling means, means for supplyinggasunder pressureto actuate said means, and

' by frictional resistance isjo means whereby frictional resistance is0pposed-to the'passage of the gas utilizedto actuate said means,substantially as described.

3. In arailway traffic-controlling appara tus, the combination ofrailway traffic-con trolling means, a gasoperated motor adapt ed toactuate said railway trafiic-controlling;

means, means for supplying gas under pres sure to actuatesaid motor, andmeans where-j posed to the passage of the gas, substantial y asdescribed.

4.. In a'railway. tra'fIic-controlling apparatus, the combinationof-railway traffic-congas under pressure to actuate said motor-,andmeans whereby frictional resistance is opposed to the passage of thegas, substantially as described.

- said liquid, substantially as described.

I 'tra 6., In a railway trafiic-controlling appara-.

tus, the combination of railway traffic-com trolling means, agas-operated 1notoradapted to actuate saidrailway traflic-controlling"means in one direction, means for supplying gas under pressure, meansother than said su 1 means for returnin 1 said. railwa P121; 3 g yc-controlhng means, and means. where-,- byfrictiona-l resistance isopposed to the passage of the gas, substantially as described.

7. In a railway traflic-controllingappara tus, the combination ofrailway traffic-controlling means, a motor adapted to actuate saidrailway traffic-controlling means in one direction, a Weight forreturning said railway traffic-controlling means, means for'supplyfinggasunder pressure-to actuate said motor, 1 and means whereby frictionalresistance is opposed to the passage ofthe gas, substantia L ly asdescribed. e 8. In arailway traffic controlling apparatus, thecombination of railway traffic-controlling means, a motor adapted toactuate said railway trafficrcontrolling' means inone gas, substantial p9. In a railway traflic-controlling appara-' "tus, the combination ofrailway-trafiic-.con-' substantially as described. 7

13. In a railway traflic-controlling apparasubstantiallyas described.

14. Ina railway trafiic-coirtrolling apparadirection, a weight forreturning said railway trafiic controlling means, means for supplyingcarbonic-acid gas under pressure to actu- I ate said motor, and meanswhereby frictional resistance is op osed to the passage of the yasdescribedtrolling means, a motoradapted to actuate said railwaytraffic-controlling means in one direction, a weight for returning saidrail way traffic-controlling means, means for containing a storagesupply of liquefied gas to" actuate said motor,*and means whereby frictional resistance is-opposedto thepassage of ,the gas, substantiallyas'described. I -10. Inarailway trafiic controlling appara-. I tus, thecombination of railway traffic-con y trolling means, a motor adapted toactuate said railway traffic-controlling means, means for supplying gasunder pressure toactuate said motor, means wherebyfrictional resist- I 7ance is opposed tothe passage of the gas, and

means for intermittently admitting'gas at areduced pressure to saidmotor, substantially as described.

I 11. In arailway trafiic'oontrolling appareltus, the combination ofrailway traffic-com,v

trollingmeans, a motor adapted to actuate said railwaytraflic-controlling means in one direction, meansfor supplying gas'under pressure, means .other'than said supply means for returning saidrailway trafiic-con trolling means, means whereby frictional re- Isistance is opposed-to the passage'ofthe gas,

Too 1 i I i and means for intermittently admitting gas" at a reducedpressureto said motor, substan-v tially as described; I

12.. In a railwaytraflic-controllingapparaf tus, the'combination ofrailway trafficcon' trolling means, a motoradapted tQ-actuate saidrailway traflic-controllin'g'means in one direction, a weight forreturning said railway traffic-controlling means, means for supplyi-nggasunder pressure, means'whereby frictional-resistance is'opposed to thepassage of the gas, and means for intermittently admit ting gas at areduced'pressure to said motor,

tus, the combination of railway traffic-controlling means, a motoradapted to actuate for supplying gas under pressure, means wherebyictionalresistanceis opposed to said railway traffic-controllinglmeans,means the passage of the gas, means for admitting I gas at a reduced,pressure to said motor, and

means controlled by a train for intermittently controlling saidgas-admitting means, 7,

tus, the combination of railway';trafiic-con-- I trolling means, a motoradapted to actuate saidrailway traffic-controlling means,;means a v forsupplying carbonic-acid gas under pressure, means whereby frictional.resistance is opposed to the-passage of the gas, meansfor admitting gasat a reduced pressure to said motor, and means Controlled by a train forintermittently controlling said gas-admitting means, substantially asdescribed.

15. In a railway traffic-controlling apparatus, .the combination ofrailway traflic-controlling means, a motor adapted to actuate saidrailway traffic-controlling means, means for containing a storage supplyof liquefied gas, means whereby frictional resistance is opposed to thepassage of the gas derived from said liquid, means for admitting gas ata reduced pressure to said 'motor, and means controlled by a train forintermittently controlling said gas-admitting means, substantially asdescribed.

16. In a railway traffic-controlling apparatus, the combination ofrailway trafIic-controlling means, amotor adapted to actuate saidrailway trafiic-controlling means in one direction, means for supplyinggas under pressure, means other than said supply means for returningsaid railway traffic-controlling means, means whereby frictionalresistance is opposed to-the passage of the gas, means for admittinggasat a reduced pressure to said motor, and means controlled by a train forintermittently controlling said gas-admitting means, substantially asdescribed.

17. In a railway traffic-controlling apparatus, the: combination ofrailway traffic-controlling means, a motor adapted to actuate saidrailway traffic-controlling means in one direction, a weight forreturning said railway traffic-controlling means, means for supplyinggas under pressure, means whereby frictional resistance is opposed tothe passage of the gas, means for admitting gas at a reduced pressure tosaid motor and means controlled by a train for intermittentlycontrolling said gas-admitting means, substantially as described.

18. In a railway traffic-controlling apparatus, the combination ofrailway traffic-controlling means, means for supplying gas underpressure, meanswhereby frictional resistance is opposed to the passageof the gas, and means for supplying'heat from an external source to saidgas, substantially as described.

19. In a railway trafiicrcontrolling apparatus, the combinationofrailway traffic-controlling means, means for supplying carbonicacid gasunder pressure, means whereby frictional resistance is opposed to thepassage of the gas, and means for supplying heat from an external sourceto said gas, substantially as described.

20. In a railway traffic-controlling apparatus, the combination ofrailway traffic-com trolling means, means for containing a storagesupply of liquefied gas, means whereby frictional resistance is opposedto the passage of the gas derived from said liquid, and means forsupplying heat from an external source to said gas, substantially asdescribed.

21. In a railway traffic-controlling apparatus, the combination ofrailway traflic-eontrolling means, means for supplying gas un derpressure, means whereby frictional resistance is opposed to the passageof thegas and means whereby heat is supplied from the atmosphere to saidgas, substantially as described.

22. In a railway trafiic-controlling apparatus, the combination ofrailway traffic-controlling means, means for supplying carbonicacid gasunder pressure, meanswhereby frictional resistance is opposed to thepassage of the gas and means whereby heat is supplied from theatmosphere to said gas, substantially as described.

23. In a railway traflic-controlling apparatus, the combination ofrailway traffic-controlling means, means for containing a storage supplyof liquefied gas, means whereby frictional resistance is opposed to thepassage of the gas derived from said liquid, and means whereby heat issupplied from the atmosphere to said gas, substantially as described.

24. In a railway traflic-eontrolling apparatus, the combination ofrailway traflic-con trolling means, means for supplying gas underpressure, means whereby frictional resistance is opposed to the'passageof the gas, and metallic means for conducting heat to said gas,substantially as described.

25. In a railway traffic-controlling apparatus, the combination ofrailway trafiic-controlling means, means for supplying gas underpressure, means whereby frictional resistance is opposed to the passageof the gas, and metallic means for supplying heat from the atmosphere tosaid gas, substantially as described.

26. In a railway traffic-controlling apparatus, the combination ofrailway trafiic-controlling means, means for supplying gas underpressure, means whereby frictional resistance is opposed to thepassageofthe gas, and heat-conducting flanges for supplying heat from theatmosphere to said gas, substantially as described.

27. In a railway traflic-controlling apparatus, the combination ofrailway traffic-controlling means, means for supplying gas underpressure, means whereby frictional resistance is opposed to the passageof the gas, and means for supplying heat from an external source to saidlast-named means, substantially as described.

28. In a railway traffic-controlling apparatus, the combination ofrailway trafficcon trolling means, means for supplying gas underpressure, means whereby frictional resistance is opposed to the passageof the gas, and means whereby heat is supplied from the atmosphere tosaid last-named means, substantially as described.

was

' 29. In a railway traffic-controlling apparatus, the combination ofrailway traffic-controlling means, means'for supplying carbonicacid asunder pressure, means whereby frictiona resistance is opposed to thepassage of the gas, and means for supplying heat from an external sourceto said last-named means, substantially as described. 7

30. In a railway traflic-cohtrollin apparatus, the combination ofrailway tra c-controlli-ng means, means for containing a stor- I agesupply of liquefied gas,means whereby frictional resistance is opposedto the passage of the gas derived from said liquid, and meanswherebyheat is supplied from the atmosphere -to said last-named means,substantially as described.

31. In a railway trafiic-controllin apparatus, the combination ofrailway tra c-controlling'means, means for supplying gas under pressure,means'wherebyfrictional resistance is opposed to, the passage'of thegas,

and metallic means for conductin heat to said last-named means,substantia ly as de scribed. v l 32. In a railway traffic-controllingiapparatus, the combination of railway tra c-controlling means, means forsupplying gas underpressure, means whereby frictional resistance isopposed to the passage of the gas, and heatrconducting flanges forsupplying heat from the atmosphere to saidlast-named 'means,substantially as described.

33. In a railway trafiic-controllin apparatus, the combination ofrailway tra c-con: trolling means, a gas-operated motor for actuatingsaid means, means for supplying gas under pressure, and apressure-reducing passage in the path of the gas used for actuating saidmotor, said passage having a small cross: section and a largesuperficial area,substan-- tially as described. I

34. In a railway trafiic-controllin apparatus, the combination ofrailway tra c-controlling means, a gas operat'ed motor for actuatingsaid means, means for supplying gas under pressure, andapressure-reducing passage in the path of the gas used for actuatingsaidmotor, said passage being small in crosssection, but great in length,and having a large superficial areain contact with the gas,substantially as described.

' 35. In arailway traffic-controllin apparatus, the combination ofrailway tra c-controlling means, a gas-operated motor for actuating saidmeans, means for supplying 'gas under pressure and apressure-reducingpas- 6 5 tuating said means, means for supplying Carbonic-acid gasu'nder pressure and a pressurereducing passage in the pathof the gas used I for actuating said motor comprising a plurality ofsurfaces in contact with the gas, substantially as described.

37. In a railway trafiic-controlling apparatus, the combination ofrailway traflic-controlling means, a gas-operated motor for actuatingsaid means, means for containing a storage supply of liquefied gas and apressure-v reducing passage in the path of the gas used for actuatingsaid motor comprising, a plurality of surfaces in contact with the gas,substantially as described.

38. In a railway traffic-controllingapparatus, the combination ofrailway trafiiccon trolling means, agas-operated motor forac ,tuatingsaid means, means for supplying gas under pressure and apressure-reducmg passage in the path of the gas used for actuatingsaidmotor comprising adjacent surfaces in contact With the gas,substantially as describ'ed. I

39. In a railway traffic-controlling appa ratus, the combination ofrailway traffic-controlling means, a gas-operated motor for actuatingsaid means, means for su plying gas under pressure and a pressure-reucingpassage in the path of the gas comprising an ex-i teriorsurface andan interior surface in contact With the gas, substantially as described.

40. In a railway traffic-controlling apparatus, the combination ofrailway traffic-controlling means, a gas-operated motor for actuatingsaid means ,-means for supplying car-v bonic-acid gas under pressure anda pressuree reducing passage in t ath of the gas comprising an exteriorsur ace and an interior surface in contact with the gas, substantiallyas described.

41. In a railway traffic-controlling appa ratus, the combination ofmeans for contain- ,ing a stora e supply of liquefied gas and'apressure-re ucing passage n thepath of the gas derived from said liquidcomprising an exterior surface and an interior surface in contact withthe gas, substantially as described.'

42. .In a gas-operated railway-signal, the combination of a signal, amotor for controls ling saidsignal, means for supplying gas underpressure, a passage in the path ofthe gas 9 to the motor forreducing thepressure of the gas, and means for supplying heatto said passage,substantially as described. I I

43. In a gas-operatedrailway-signal, the combination of a signal, amotor for controlling said signal, means for supplying-ca 1"-' IIO-bomc-ac'id gas under pressure, a passageln the path of the gas to themotor for reducing the pressure of the gas, "and means for; supplyingheat to saidpassage, substantiallyas described. y o 44. Ina gas-operatedrailway-signal, the

combination of a signal, a motor for controlling said signal, means forcontaining a storage supply of liquefied gas, a passage in the path ofthe gas derived from said liquid for reducing the pressure of the gas,and means for supplying heat to said passage, substantially asdescribed.

\ 45. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage in the path of the gas to the motor for reducing thepressure of the gas, and means for supplying heat from the atmosphere tosaid gas, substantially as described.

46. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying carbonic-acid gasunder pressure, a passage in the path of the gas to the motor forreducing the pressure of the gas, and means for supplying heat from theatmosphere to said gas, substantially as described.

47. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for containing a storage supplyof liquefied gas, a passage in the path of the gas derived from saidliquid for reducing the pressure of the'gas, and means for supplyingheat from the atmosphere to said gas, substantially as described.

48. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage in the path of the gas to the motor for reducing thepressure of the gas, said passage having a small cross-section and alarge surface in contact with the ga s,

substantially as described.

49. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage in the path of the gas tothe motor for reducing thepressure of the gas, said passage having a small cross-section, a largesurface in contact with the gas and a length many times the depth of itscross-section, substantially as described.

50. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying carbonic-aeid gasunder pressure, a passage in the path of the gas to the motor forreducing the pressure ofthe gas, said passage having a smallcross-section, a large surface in contact With the gas and a length manytimes t the depth of its cross-section, substantially as described.

51. In a gas-operated railwaysignal, the combination of a signal, amotor for controlling said signal, means for containing a storage supplyof liquefied gas, a passage in the path of the gas derived from saidliquid to the motor for reducing the pressure of the gas, said passagehaving a small cross-section, a large surface in contact with the gasand a length many times the depth of its cross-section, substantially asdescribed.

52. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, and. a passage for gradually reducing the pressure of the gasused to operate the motor, substantially as described.

53. In a gas-operated railway-signal, the combination of a signal, amotor for control ling said signal, means for supplying carbonic-acidgas under pressure, and a passage for gradually reducing the pressure ofthe gas used to operate the motor, substantially as described.

54. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for containing a storage supplyof liquefied gas, and a passage for gradually reducing the pressure ofthe gas derived from said liquid and used to operate the motor,substantially as described.

55. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage for gradually reducing the pressure of the gas, and.means forsupplying heat to the gas, substantially as described.

56. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying earbonic-acid gasunder pressure, a passage for gradually reducing the pressure of thegas, and means for supplying heat to the gas, substantially asdescribed.

57. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for containing a storage supplyof liquefied gas, a passage for grad ually reducing the pressure of thegas derived from said liquid, and means for supplying heat to the gas,substantially as described.

58. In a gasoperated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage for gradually reducing the pressure of the gas, andmeans for supplying heat to the passage during the gradual reduction ofpressure of the gas, substantially as described.

59. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying earbonic-acid gasunder pressure, a passage for gradually reducing the pressure of thegas, and means for supplying heat to the passage during the gradualreduction of pressure of the gas, substantially as described.

60. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for containing a storage ofliquefied gas, a passage for gradually reducing the pressure of the gasderived from said liquid, and means for supplying heat to IIOcombinatlon of a signal, a motor for controlthe passage during thegradual reduction of pressure of the gas, substantially as described.

61. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage in the path of the gas to the motor for reducing thepressure of the gas, means for supplying heat to said passage and avalve for .intermittently controlling the admission of the gas tothemotor, substantially as described.

62. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying carbonic-acid gasunder pressure, a passage in the path of the gas to the motor forreducing the pressure of the gas, means for supplying heat to said.passage and a valve for intermittentlycontrolling the admission of thegas to 'the motor, substantially as described.

63. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for containing a storage'supplyof liquefied gas, a passage in the path of thegas derived from saidliquid for reducing the pressure of the gas, means for supplying heat tosaid passage and a valve for lntermittently controlling the admission ofgas to the motor, substantially as described. 64. In a gas-operatedrailway-signal, the

ling said signal, means for supplying gas under ressure, a passage inthe path of the gas to t e motor for reducing the pressure of the gas,means for supplying heat from the atmosphere to said gas, and a valvefor intermittentlyv controlling the admission of the gasto the motor,substantially as described.

65. In a gas-operated railway-signal, the combination of-a signal, amotor for controlling said signal, means for supplying carbonicacid gasunder pressure, a passage in the path of the gas to the motor forreducing the pressure of the gas, means for supplying heat from theatmosphere to said gas, and a valve for intermittently controlling theadmission of the gas to the motor, substantially as described.

66. In a gas-operated railway-signal, the combinationof a signal, amotor for controlling said signal, means for containing a storage supplyof liquefied gas, a passage in the path of the gas derived from saidliquid for reducing the pressure of the gas, means for supplying heatfrom the atmosphere to said gas, and a valve for intermittentlycontrolling the admission of the gas to the motor, substantially asdescribed. 67. Ina gas-operated railway-signal, the combination of asignal, a motor for controlling said signal, means for supplying gasunder pressure, a passage in the path of the gas to the motor forreducing the pressure of the gas, said passage having a smallcrosssection and a large surface 1n contact with ling said signal,means-for supplying carbomc-acid gas under pressure, a passage in thepath of-the gas to the motor for reducing the pressure of the gas, saidpassage having a small cross-section and a large surface in contact withthe gas, and a valve for intermittently controlling the admission of'thegas to the motor, substantially'as described.

69. In a-gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for containing a storage supplyof liquefied gas, a passage in the path of the gas derived from saidliquid for reducing the pressure of the gas, said passage having a smallcross-section and a lar e surface in contact With the gas, and a va vefor intermittently.controlling the admission of the gas to the motor,substantially as described.

70. Ina gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage in the path ofthe gas to the motor for reducing thepressure of the gas, said passage having a small crosssection, a largesurface in contact With the gas and a length many times the depth of itscross-section, and ap'valve for intermittently controlling the admissionof the gas to the motor, substantially as described. I I

71. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means. for supplying gas underpressure, a passage for gradually reducing the pressure of the gasbefore it enters the motor, and a valve for intermittently controllingthe admissionof. the gas to the motor, substantially as described.

72. In a gas-operated railway-signal, the combination of a signal, amotor for control-. ling said signal, means for supplying carbonic-acidgas under pressure, a passage for gradually reducing the pressure of thegas before it enters the motor, and a valve for intermittentlycontrolling the admission of the gas to the motor, substantially asdescribed.

73. In a gas-operated railway-signal, the

combination of a signal, a motor for controlling said signal, means forcontaining a storage supply'of liquefied gas, a passage for gradua lyreducin the pressure of the gas derived from said 'quid before it entersthe motor, and a valve for intermittently controllin the admission ofthe gas to the motor, su stantially as described.

74. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage for gradually reducing the pressure of the gas,means for supplying heat to the gas, and a valve for inter- I mittentlycontrolling the admission of the gas to the motor, substantially asdescribed.

75. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage for gradually reducing the pressure of the gas,means for supplying heat to the passage during the gradual reduction ofpressure of the gas, and a valve for intermittently controlling theadmission of the gas to the motor, substantially as described.

76. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying carboni cacid gasunder pressure, a passage for gradually reducing the pressure of thegas, means for supplying heat to the passage during the gradualreduction of pressure of the gas, and a valve for intermittentlycontrolling the admission of the gas to the motor, substan tially asdescribed.

77. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for containing a storage supplyof liquefied gas, a passage for gradually reducing the pressure of thegas de rived from said liquid, means for supplying heat to the passageduring the gradual reduction of pressure of the gas, and a valve forintermittently controlling the admission of the gas to the motor,substantially as described.

78. In a gasoperated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage for reducing the pressure of the gas, means forsupplying heat to said passage and a valve located near said passage forintermittently admitting gas to said motor, substantially as described.

79. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying carbonicacid gasunder pressure, a passage for reducing the pressure of the gas, meansfor supplying heat to said passage and a valve located near said passagefor intermittently admitting gas to said motor, substantially asdescribed.

80. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for containing a storage supplyof liquefied gas, a passage for reducing the pressure of the gas derivedfrom said liquid, means for supplying heat to said passage and a valvelocated near said passage for intermittently admitting gas to saidmotor, substantially as described.

81. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage for reducing the pressure of the gas, means forsupplying heat from the atmosphere to said gas, and a valve located nearsaid passage for intermittently admitting gas to said motor,substantially as described.

82. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means lor supplying gas underpressure, a passage for reducing the pressure of the gas, said passagehaving a small cross-section and a large surface in contact with thegas, and a valve located near said passage for intermittently admittinggas to said motor, substantially as described.

83. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas un derpressure, a passage for reducing the pressure of the gas, said passagehaving a small cross-section, a large surface in contact with the gasand a length many times the depth of its cross-section, and a valvelocated near said passage for intermittently admitting gas to saidmotor, substantially as described.

84. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage for gradually reducing the pressure of the gasbefore it enters the motor, and a valve located near said passage forintermittently admitting gas to said motor, substantially as described.

85. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying gas underpressure, a passage for gradually reducing the pressure of the gas,means for supplying heat'to the gas, and a valve located near saidpassage for intermittently admitting gas to said motor, substantially asdescribed.

86. In a gas-operated rail\vaysignal, the combination of a signal, amotor for controlling said signal, means for supplying under pressure, apassage for gradually reduci ng the pressure of the gas, means forsupplying heat to the passage during the gradual reduction of pressureof the gas, and a valve located near said passage for intermittentlyadmitting gas to said motor, substantially as described. I

87. In a gas-operated railway-signal, the combination of a signal, amotor i or controlling said signal, means for supplying gas un derpressure, a passage for reducing the pressure of the gas, means forsupplying heat to said passage, and a 'alve located at the high pressureside of said passage for intermittently admitting gas to said motor,substantially as described.

88. In a gas-operated railway-signal, the combination of a signal, amotor for controlling said signal, means for supplying carbonicacid gasunder pressure, a passage for reducing the pressure of the gas, meansfor supplying heat to said passage, and a valve located at thehigh-pressure-side of saidpassage for intermittently admitting gas tosaid motor, substantially as described.

v 89. In a gas-operated railway-signal, the

combination of a signal, a motor for controlling said signal, 'means for"containing a storage supply of liquefied gas, a passage for reducingthe pressure of the gas derived from said liquid, means for supplyingheat to said passage, and a valve located at the highpressure side ofsaid. passage for intermittently admitting gas to said motor,substantially as described. 90. In a gas-operated railway-signal, thecombination of a signal, a mgtorfor control- 'ling said. signal, meansfor supplying gas under pressure, a passage for gradually reducing thepressure of the gas, means for supplying heat to the passage during thegradual. reduction of pressure of the gas, and a valve located near saidpassage for intermittently admitting gas to said motor, substantially asdescribe 91. In a gas-operated railway-signal, the combination of asignal, a motor for controlling said signal, means for supplying gasunder pressure, a passage for reducing the pressure of the gas, meansfor supplying heat to said passage and a valvelocated at thehigh-pressure side of said passage for intermittentlyadmitting gas tosaid motor, substantially as described.

i 92. In a gas-operated railway-signal, the combination of a signal, amotorv for control- .ling said signal, means for containing a storagesupply of liquefied gas, a passage for reducing the pressure of the gas,means for supplying heat to said passage and a valvelocated atthehigh-pressure side of said passage for intermittently admitting gasto said, motor, substantially as described.

93. In a railway trafiic-controlling apparatus, the combination ofrailway trafficcontrolling means, a motor for actuating said means,means for supplying gas under high pressure, a passage for graduallyreducing the pressure of the gas and means forautomaticj ally varyingthe sectional area of the passage ,means, means for supplying gas underhigh pressure, a passage for gradually reducing the pressure of the gas,means for supplying heat to said gas during the gradual reduction inpressure, and means for automatically varying the sectional area of thepassage so as to compensate for variations in pressure on thehigh-pressure side of the system, substantially as described.

95. In a railway trafIic-controlling appaually reducing t ratus thecombination of railway traffic controlling means, a motor for actuatingsaid fisi means, means for supplying gas under high pressure, a passageprovided with large sur faces in contact'with the gas for gradually reducing the pressure of the gas and means for automatically varying thesectionalarea of the passage so as to compensate for variations 1npressure on the high-pressure side of the system, substantially asdescribed. I

96. In a railway traffic-controlling apparatus the combination ofrailway trafiic-con-' means, means for supplying gas under highpressure, a passage for gradually reducing the pressure of the gas,means for manually ad justing the section of the passage and means Itrolling means, a motor for actuating said for automatically varying thesectional area of the passage so as to compensate for varia- I tions inpressure on the high-pressure side of the system, substantially asdescribed.

97. In a railway traffic-controlling appa ratus the combination ofrailway traffic-controlling means, a motor for actuating sa d means,means for supplying gas under high pressure, a passage having largesurfaces in contact with the gas and having a length many times thedepth of its cross-section for gradually reducing the pressure of thegas and meansfor automatically varying the sec-.

tional area .Ofthe passage so as to compensate for variations inpressure on the highpressure side of the system, substantially asdescribed.

981 In a railway signaling apparatus the,

combination of a railway-signal, a motor for actuating said signal,means for supplying gas under high pressure, a passage for graduallyreducing the pressure of the as and means for automatically varying t esectional area of the passage so as to compensate for variations inpressure on the highpressure side of the-system, substantially asdescribed.

99. In a railway signaling apparatus the combination of arailway-signal, a motor for actuating said signal, means for supplyinggas under high pressure, a passage for grade pressure of the gas, meansfor supplying heat to said gas during the gradual reduction in pressureandrneans for:

automatically varying the sectional area of the passage so as tocompensate for variations in pressure on the high-pressure sideof I thesystem, substantially as described. I

100. In a railway signaling apparatus the combination of arailway-signal, a motor for actuating said signal, means for supplying.

gas under high pressure, a passage provided I with large surfaces incontact with the gas for gradually reducing the pressure of the 'gas andmeans for automatically varying the sec-- tional area of the passage soas to compensate for variations in pressure onthe highcombination of arailways1gnal, a motor for actuating said signal, means for supplyinggas under high pressure, a passage for gradually reducing the pressureof the gas, means for manually adjusting the section of the passage, andmeans for automatically varying the sectional area of the passage so asto comensate for variations in pressure on the high-pressure side of thesystem, substantially as described.

102. In a railway signaling apparatus the combination of arailway-signal, a motor for actuating said. signal, means for supplyinggas under high pressure, a passage having large surfaces in contact withthe gas and having a length many times the depth of its cross-sectionfor gradually reducing the pres- .sure of the gas and means forautomatically varying the sectional area of the passage so as tocompensate for variations in pressure on the high-pressure side of thesystem, substantially as described.

103. In a railway traflic-controlling apparatus the combination ofrailway traliic-controlling means, a motor for actuating said means,means for supplying carbonic-acid gas under high pressure, a passage forgradually reducing the pressure of the gas and means for automaticallyvarying the sectional area of the passage so as to compensate forvariations in pressure on the high pressure side of the system,substantially as described.

104. In a railway trailic-controlling apparatus, the combination ofrailway trailic-controlling means, a motor for actuating said means,means for supplying carbonic-acid gas under high pressure, a passage forgradually reducing the pressure of the gas, means for supplying heat tosaid gas during the gradual reduction in pressure, and means forautomatically varying the sectional area of the passage so as tocompensate for variations in pressure on the high-pressure side of thesystem, substantially as described.

105. In a railway traffic-controlling apparatus the combination ofrailway traliiccon trolling means, a motor for actuating said means,means for supplying carbonicacid gas under high pressure, a passageprovided with large surfaces in contact with the gas for graduallyreducing the pressure of the gas and means for automatically varying thesectional area of the passage so as to compensate for variations inpressure on the highpressure side of the system, substantially asdescribed.

106. In a railway trafiic-controlling apparatus the combination ofrailway trafiic-controlling means, a motor for actuating said means,means for supplying carbonic-acid gas under high pressure, a passage forgradually reducing the pressure of the gas, means for manually ad ustingthe section 01' the passage and means for automatically varying thesectional area of the passage so as to ratus the combination of railwaytrallic-eontrolling means, a motor for actuating said means, means forsupplying carbonic-acid gas under high pressure, a passage having largesurfaces in contact with the gas and having a length many times thedepth of its crosssection for gradually reducing the pressure of the gasand means for automatically varying the sectional area of the passage soas to compensate for variations in pressure on the high-pressure side ofthe system, substan tially as described.

108. I11 a railway signaling apparatus the combination of arailway-signal, a motor for actuating said signal, means for supplyingcarbonic-acid gas under high pressure, a pa ssage for gradually reducingthe pressure of the gas and means for automatically varying thesectional area of the passage so as to compensate for variations inpressure on the high-pressure side of the system, substantially asdescribed.

109. In a railway signaling apparatus the combination of arailway-signal, a motor for actuating said signal, means for supplyingcarbonic-acid gas under high pressure, a passage for graduallyreducingthe pressure of the gas, means for supplying heat to said gas during thegradual reduction in pressure and means for automatically varying thesee tional area of the passage so as to compensate for variations inpressure on the high-pressure side of the system, substantially asdescribed.

110. In a railway signaling apparatus the combination of arailway-signal, a motor for actuating said signal, means for supplyingcarbonic-acid gas under high pressure, a passage provided with largesurfaces in contact with the gas for gradually reducing the pressure ofthe gas and means for :mtomatieally varying the sectional area of thepassage so as to compensate for variations in prcssu re on thehigh-pressure side of the system, substantially as described.

111. In a railway signaling apparatus the combination of arailway-signal, a motor for actuating said signal, means for supplyingcarbonic-acid gas under high pressure, a passage for gradually reducingthe pressure of the gas, means for manually adjusting the section of thepassage, and means for automatically varying the sectional area of thepassage so as to compensate for variations in pressure on thehigh-pressure side of the system, substantially as described.

112. In a railway signaling apparatus the combination of arailway-signal, a motor-for actuating said signal, means for supplyingcarbonic-acid gas under high pressure, a'passage having large surfacesin contact with the gas and having a length many times the depth of itscross-section for gradually reducing the pressure of the gas and meansfor automatically varying the sectional area of the passage so as tocompensate'for variations in pressure on the high-pressure side of thesystem, substantially as described.

118. In a railway trafiic-controlling apparatus, thecombination ofrailway traffic-controlling means, a motor for actuating said means,means for containing a storage supply of liquefied gas, a passage forgradually reducing the pressure of the gas derived from said liquid andmeans for automatically varying thesectional area of the passage so asto compensate for variations in pressure ,on the high-pressure side ofthe system, substantially as described.

114. In a railway traffic-controlling apparatus, the combination of arailway trafficcontrolling means, a motor for actuating said means,means for containing a storage supply of liquefied gas, a passage forgradually reducing the pressure of the'gas derived from said liquid,means for supplying heat to said gas during the gradual reduction inpressure, and means for automatically varying the sectional area of thepassage so as to compensate for variations in pressure on thehigh-pressure side of the system, substantially as-de- I ratus thecombination of railway trafiic-controlling means, a motor for actuatingsaid means, means for containing a storage supply of liquefied gas, apassage for gradually reducing the pressure of thegas derived from saidliquid, means for manually adjusting the section of the passage andmeans for automatically varying the sectional area ofthe passage so asto compensate for variations in 1 pressure on the high-pressure side ofthe system, substantially as described.

117. In a-railway traific-controlling a'pparatus the combination ofrailway traffic-controlling means, a motor for actuating said means,means for containing a storage supply of liquefied gas, a passage havinglarge surfaces in contact with the gas and having a length many timesthe depth of its cross-section for gradually reducing the pressure ofthe gas derived from said liquid and means for automatically varying thesectional area of the passage so as to compensate for variations inpressure on the high-pressure side of the system, substantially asdescribed.

118. In a railway signaling apparatus the combination of arailways1gnal, a motor for combination of a railway-signal, a motorforactuating said signal, means for containing a storage supply ofliquefied gas, a passagefor gradually reducing the pressure of the gasderived from said liquid, means for supplying heat to said gas duringthe gradual reduction in pressure and means for automatically varyingthe sectional area of the passage so as to compensate for variations inpressure on the high-pressure side of the system, sub stantially asdescribed.

120. In a railway signaling apparatus the combination of arailway-signal, a motor for actuating said signal, means for containinga storage supply of liquefied gas, a passage provided with largesurfaces in contact with the gas for gradually reducing the pressure ofthe gas "derived from said liquid and'means for automatically varyingthe sectional area of the passage so as to compensate for variations inpressure on the high pressure side of the system, substantially asdescribed.

121. In a railway signaling apparatus the combination ofarailway-signal, a motor for actuating said signal, means for containinga storage supply of liquefied gas, a passage for gradually reducing thepressure of the 'as derived from said liquid, means for manuallyadjusting the section" of the passage, and means for automaticallyvarying the sectional area of the passage so as to compensate forvariations in pressure on the highpressure side of the system,substantially as described.

122. Ina railway signaling apparatus the combination of arailway-signal, a motor'for actuating saidsignal, means for containing astorage supply of liquefied gas, a passage having large surfaces incontact with the gas and having a lengthmany times the depth of itscrosssection for gradually reducing the pressure of'the gas derived fromsaid liquid and means for automatically varying the sectional area ofthe passage so, as to compensate for variations in pressure on thehighpressure side of the system, substantially as described.

